Integrated communication and application system for aircraft

ABSTRACT

A method of transferring aircraft data from an aircraft to a portable electronic device entails receiving at the portable electronic device the aircraft data from a data connection with an aircraft data source without writing data back to the aircraft or from a user interface while being capable of receiving aircraft data via the data connection and executing an application on the portable electronic device using the aircraft data to present new information about the aircraft or its operating environment that is not available for display on a cockpit display but which is displayable on the portable electronic device based on the aircraft data received by the portable electronic device.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/977,803 filed Dec. 22, 2015, which is a continuation of U.S. patentapplication Ser. No. 14/067,629 filed Oct. 30, 2013, which issued asU.S. Pat. No. 9,260,182. All of these applications are herebyincorporated herein by reference in their entirety.

TECHNICAL FIELD

The present invention relates generally to data communication systemsand, in particular, to data communication systems used on aircraft.

BACKGROUND

Aircraft employ a variety of techniques for communicating data withground-based stations. Aircraft Communications Addressing and ReportingSystem (ACARS) is a digital datalink system for transmitting short,simple messages between aircraft and ground stations via VHF orsatellite links. Some ACARS traffic occurs when the aircraft is at thegate. Various communication technologies, including ACARS, Wi-Fi andcellular connectivity may be used to transfer data from the aircraft tothe ground-based station when the aircraft is parked at the gate.Wireless communication obviates the need for airport or airlinepersonnel to physically carry a memory device like a USB key from theaircraft. U.S. Pat. Nos. 7,512,714 and 7,835,734 disclose a techniquefor using a wireless router to communicate ACARS data.

An electronic flight bag (EFB) is an electronic information managementdevice that helps flight crews perform flight-management tasks in apaperless manner. It is a general-purpose computing platform intended toreduce, or replace, paper-based reference material often found in thepilot's carry-on flight bag, including the aircraft operating manual,flight-crew operating manual, and navigational charts (including movingmap for air and ground operations). In addition, the EFB can hostpurpose-built software applications to automate other functions normallyconducted by hand, such as performance take-off calculations.

According to the FAA Advisory Circular AC 120-76B, an Electronic FlightBag is an electronic display system intended primarily for use in thecockpit/flightdeck or cabin. There are three EFB hardware classes: Class1 devices are standard commercial-off-the-shelf (COTS) equipment such aslaptops or handheld electronic devices. These devices are used as looseequipment and are typically stowed during critical phases of flight(below 10,000 feet). A Class 1 EFB is considered a Portable ElectronicDevice (PED). Class 1 EFBs may be used to display Type B applications incritical phases of flight provided that they are “secured and viewable”.Class 2 devices are also Portable Electronic Devices, and range frommodified COTS equipment to purpose-built devices. Mounting, power(ship's power as primary) or data connectivity of an EFB typicallyrequires the application of an STC, Type Certificate or Amended TypeCertificate. (ref: FAA Order 8900.1). Class 3 devices are considered“installed equipment” and are subject to airworthiness requirements and,unlike PEDs, they must be under design control. The hardware is subjectto a limited number of RTCA DO-160E requirements (for non-essentialequipment—typical crash safety and Conducted and Radiated Emissionstesting). There may be DO-178B requirements for software, but thisdepends on the application-type defined in the Advisory Circular. Class3 EFBs are typically installed under STC or other airworthinessapproval.

The EFB may host a variety of software applications, which fall intothree software categories as set out in AC 120-76: Type A: Staticapplications, such as document viewer (PDF, HTML, XML formats); FlightCrew Operating Manuals, and other printed documents like airport NOTAM;Type B: Electronic approach charts or approach charts that requirepanning, zooming, scrolling; Type C: Can be used as a Multi-functiondisplay (MFD); in at least one case as part of an Automatic DependentSurveillance-Broadcast system. Type C applications are subject toairworthiness requirements, such as software certification. Type Capplications must run only on Class 3 EFB.

Various improvements in EFB technologies have been made, including forexample, U.S. Pat. No. 8,301,368. U.S. Pat. No. 7,840,770 describes howan EFB may be used to update the Flight Management Computer navigationaldatabase.

Although various technologies currently exist to facilitate aircraftoperations, there remains a need in the industry to provide simpler andmore efficient tools for communicating aircraft data and for managingapplications. This need is at least partially satisfied by the inventiondisclosed herein.

SUMMARY

The present invention provides an integrated communication andapplication system (ICAS) which is implemented using a plurality of ICASmultipurpose portable electronic devices, such as a wireless-enabledtouch-sensitive tablets. The devices may be used for receiving data froman aircraft data integration device (ADID) and for also managing variousonboard functions. Two devices may be mounted to power data blocks inthe cockpit for the captain (pilot) and first officer (co-pilot) tofunction as electronic flight bags (EFB) while also providing otherfunctions and applications. A third such device (e.g. tablet) is used inthe cabin by the flight attendants for other functions such aspoint-of-sale or virtual load sheet applications. The devices areinterchangeable so that the third device may be charged when switchedwith one of the cockpit devices. When mounted to the power data blocksin the cockpit, the devices may be connected via the ADID to a flightdata recorder data bus, e.g. ARINC 717 data bus or equivalent and/or toan avionics data bus, e.g. ARINC 429 data bus or equivalent, in aread-only mode to receive data from these data buses. The tablets may beused to wireless communicate data from the data buses to a ground-basedstation.

Accordingly, one aspect of the present technology is a data-managementsystem for an aircraft, the system comprising a first tablet docked in afirst cockpit holder, the first tablet being connected to power forcharging the first tablet and for receiving data from a data hub, asecond tablet docked in a second cockpit holder, the second tablet beingconnected to power for charging the second tablet and for receiving datafrom the data hub, and a third tablet undocked and interchangeable withthe first tablet and the second tablet.

Another aspect of the present technology is a portable electronic devicefor an integrated communication and application system for an aircraft,the device comprising a memory and processor configured to store andexecute an electronic flight bag (EFB) application that provides EFBfunctions on the portable electronic device and a connector forconnecting to a power data block of a cockpit-mounted docking station.The device is configured to receive and display data from an aircraftdata integration device.

Another aspect of the present technology is a computer-readable mediumcomprising instructions in code which when loaded into a memory andexecuted by a processor of a portable electronic device cause theportable electronic device to execute a runway braking conditionapplication, receive one or more accelerometer readings from an avionicsdata bus indicative of a deceleration on a runway after a weight onwheels sensor senses contact with the ground on landing, receive anaircraft weight from the avionics data bus, compute a runway brakingcondition index based on the one or more accelerometer readings and theweight, and cause the device to communicate the runway braking conditionindex to a ground-based station.

Another aspect of the present technology is a computer-readable mediumcomprising instructions in code which when loaded into a memory andexecuted by a processor of a portable electronic device cause theportable electronic device to execute a turbulence indexing application,receive one or more accelerometer readings from an avionics data bus,receive an aircraft weight from the avionics data bus, compute aturbulence index based on the one or more accelerometer readings and theweight, and cause the device to communicate the turbulence index to aground-based station.

Another aspect of the present technology is a computer-readable mediumcomprising instructions in code which when loaded into a memory andexecuted by a processor of a portable electronic device cause theportable electronic device to execute a passenger distribution and cargoapplication, receive user input via a user interface of the portableelectronic device indicating a passenger distribution in the aircraft,and cause the portable electronic device to transmit passengerdistribution data to a remote server.

Yet another aspect of the present technology is a method of transferringaircraft data from an aircraft to a portable electronic device, themethod comprising receiving at the portable electronic device theaircraft data from a data connection with an aircraft data sourcewithout writing data back to the aircraft or from a user interface whilebeing capable of receiving aircraft data via the data connection, andexecuting an application on the portable electronic device using theaircraft data to present new information about the aircraft or itsoperating environment that is not available for display on a cockpitdisplay but which is displayable on the portable electronic device basedon the aircraft data received by the portable electronic device.

The details and particulars of these aspects of the invention will nowbe described below, by way of example, with reference to the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Further features and advantages of the present technology will becomeapparent from the following detailed description, taken in combinationwith the appended drawings, in which:

FIG. 1 is a schematic depiction of an integrated communication andapplication system (ICAS);

FIG. 2 is a schematic depiction of a tablet for use in the ICAS, with ablock-diagram depiction of main components of the tablet;

FIG. 3 is a schematic depiction of the ICAS architecture showing how theICAS tablets interface with the aircraft systems via the ARINC 429 andARINC 717 data buses;

FIG. 4 depicts a tablet displaying graphical weather information as oneexample of an application that the tablet may execute; and

FIG. 5 is a schematic depiction of a dual-mode ICAS-ACARS communicationsystem for an aircraft.

It will be noted that throughout the appended drawings, like featuresare identified by like reference numerals.

DETAILED DESCRIPTION OF EMBODIMENTS

The present invention provides an integrated communication andapplication system. This system is implemented using three portableelectronic devices, which may be in the form of touch-screen tablets,two of which are mounted to a power data block in the cockpit for use bythe captain (pilot) and first officer (co-pilot). A third device is notmounted to a power data block and is used by the flight attendant(s) inthe cabin of the aircraft for other functions or applications such as apoint-of-sale application or a virtual load sheet application. Thedevices are interchangeable, and generally have the same hardware andsoftware load, so that any of the devices can be used in the cockpit orin the cabin. Because the devices are interchangeable, the device mostrecently used in the cabin can be switched with a fully-charged devicein the power data block in the cockpit in order to re-charge the devicethat was most recently being used in the cabin.

Integrated Communication and Application System (ICAS)

FIG. 1 depicts an integrated communication and application system (ICAS)in accordance with an embodiment of the present invention. The ICAS isgenerally designated by reference numeral 10. The ICAS is shown in anaircraft 20 (which is depicted in the figure as a partial outline of anaircraft). The aircraft may be any commercial passenger aircraft suchas, for example, but not limited to, a Boeing 737, 747, 757, 767, 777,787, Airbus A300, A310, A320, A330, A340, A380, EmbraerERJ-170/175/190/195, Fokker 50/100, Bombardier CRJ series, C Series,Q400, Ilyushin IL-96, Sukhoi Superjet-100, Tupolev Tu-204, etc.

As shown in FIG. 1, the integrated communication and application system10 includes a first tablet 100 docked in a first cockpit holder 210. Thefirst tablet 100 is connected to power for charging the first tablet andfor receiving data from a data hub such as an aircraft data integrationdevice (ADID) 200. The system includes a second tablet 100 (which may besubstantially identical or at least functionally similar to the firsttablet) that is also docked in a second cockpit holder 210. The secondtablet is also connected to power for charging the second tablet and forreceiving data from the data hub or ADID 200. The system includes athird tablet 100 (which may be also substantially identical or at leastfunctionally similar to the first and second tablets). The third tablet,which is located in the passenger cabin aft of the cockpit, is in thisembodiment undocked and interchangeable with the first tablet and thesecond tablet although in other embodiments the third tablet may bedocked as well. The first and second tablets 100 may be mounted inrespective cockpit holders below the cockpit window in a holder,bracket, frame or mount that includes a power data block for re-chargingthe device using aircraft electrical power while also providing dataconnectivity (e.g. Ethernet connectivity) with the aircraft dataintegration device for reading data from aircraft computer systems. Amore specific implementation is depicted by way of example in FIG. 3which show each tablet connected to the ADID (aircraft integrationdevice) 200 which obtains flight data and aircraft system data via aflight data recorder data bus, e.g. ARINC 717 data bus or equivalentand/or an avionics data bus, e.g. ARINC 429 data bus or equivalent. Forthe purposes of this specification, it will be appreciated that ARINC429 and ARINC 717 data buses are used to exemplify a best mode ofimplementing the invention. Any other suitable data buses may be usedinstead of ARINC 429 and ARINC 717. As shown by way of example in FIG.3, ARINC 717 and ARINC 429 receive data from various aircraft systems240. Specifically, as shown in FIG. 3, ARINC 717 receives data fromDFDAC (Digital Flight Data Acquisition Card) and FDIMU (Flight DataInterface Management Unit) and possibly other subsystems whereas ARINC429 receives data from the Flight Management System (FMS), GlobalNavigation Satellite System (GNSS), and Inertial Reference System (IRS)and possibly other subsystems.

When mounted in their respective holders, the tablets 100 act as Class 2devices since they are mounted to receive power and read data from theaircraft computer systems but cannot write data back to the aircraftcomputer systems. When the tablet is used in the cabin, it has no mountor holder and thus receives no power or wired data. When not in use bythe flight attendant, this third tablet may be stowed in a pouch orother secure location when operating under 10,000 feet (3100 meters). Assuch, the third tablet (the tablet situated in the cabin) acts as aClass 1 or Class 2 device.

In one embodiment, the touch input provided by the pilot on the screenof the first device is automatically shared with and updated on thesecond device for the co-pilot to see (and vice versa). This means that,in this embodiment, the first and second devices reflect in real-timethe inputs provided by the captain (pilot) and first officer (co-pilot).Data may be communicated between the first and second tablets via theADID which acts as a data switch, router or hub.

In most embodiments, the data hub is an aircraft data integration device200. This aircraft data integration device 200 is, in most embodiments,connected to an ARINC 429 data bus 220 and to an ARINC 717 data bus 230.The aircraft data integration device 200 may optionally also beconnected to other data buses. Alternatively, data from the ADID may betransmitted wirelessly by the tablet 100 via cellular link to a nearbybase station tower 50 or via a Wi-Fi connection to a Wi-Fi router(hotspot) 60 at a ground-based station.

Each of the interchangeable portable electronic devices is, in a bestmode of implementing the invention, a touch-screen tablet having amemory and a processor. Each tablet (portable electronic device) is amultipurpose or multifunction device capable of performing a multitudeof different tasks for the flight crew. The tablet may be any tabletcomputing device such as the one shown by way of example in FIG. 2. Thetablet will be described in greater detail below in the section entitledPortable Electronic Device.

For example, in one embodiment, each of the first, second and thirdtablets stores and executes an electronic flight bag (EFB) application.

In a further embodiment, each of the first, second and third tabletsstores and executes a passenger and cargo loading application. Thepassenger and cargo loading application may optionally include a digitalload sheet with a graphical interface for confirming a seatingarrangement. The passenger and cargo loading application may display aseating arrangement of the aircraft (digital load sheet) to enable cabincrew to quickly and efficiently confirm that all passengers are sittingin their assigned seats. The passenger and cargo loading applicationthen transmits its data to a remote server for calculating weight andbalance for the aircraft.

In a further embodiment, each of the first, second and third tabletscomprises a card reader and executes a point of sale (POS) application.The card reader (or card swiper) may be integrally formed within thetablet, or it may be connected as a peripheral device, or it may be partof a device jacket that is placed around the device.

In a further embodiment, each of the first, second and third tabletscomprises a barcode or QR-code scanner and executes a scanningapplication for scanning a ticket, boarding pass or baggage tag. Thetablet may use its onboard embedded digital camera to scan QR codes orbarcodes.

In another embodiment, each of the first, second and third tabletsstores and executes a plane-tracking application (e.g. Plane Finder)that displays live flight-tracking data on a map to show the real-timepositions of all reporting commercial aircraft that are presentlyairborne.

In another embodiment, each of the first, second and third tabletscomprises a digital camera and stores and executes a dent-and-damageapplication for taking, annotating, storing and sending digitalphotographs. For example, the captain or first officer may use one ofthe tablets to take a photograph or video of any dent or damage to thefuselage, wings, engines, etc. The captain or first officer can annotatethe photographs with arrows, text, circles, highlighting, or dictate anaudio memo. All of this data can be saved on the tablet and uploadedthrough a wireless network for communication over a TCP/IP network tothe airline's headquarters or maintenance/repair hub. Recommendations,fixes or clearances may be received and stored by the tablet.

In another embodiment, each of the first, second and third tabletsstores and executes a weather application for receiving weather data andfor displaying graphical weather imagery. The tablet enableshigh-definition weather maps including detailed graphical data, photos,videos, etc. may be downloaded wirelessly by one of the three tablets,shared with the other tablets and viewed on the display of any one ofthe tablets. An example of a tablet or computing tablet displayinggraphical weather information is presented in FIG. 4.

Because most tablets are equipped with cameras and microphones and arecapable of recording high-definition video, the tablet may also be usedby the flight attendant in the cabin to videotape (record) any passengerinterference events or incidents (unruly, inebriated or threateningpassengers).

The tablet may also be used for cost-indexing applications that optimizeflight costs based on weather and fuel costs. The tablet may receivereal-time weather or environmental conditions to provide a much moreaccurate cost analysis for the airline.

The tablets may thus be loaded with all of these aforementionedapplications or any combination or sub-combination of theseapplications. Other applications that are not mentioned above may alsobe provided. As will be appreciated, the multipurpose tablets may beused for a variety of functions, thereby simplifying flight operations.Since these tablets are read-only devices and cannot write data back tothe aircraft computer systems, these tablets or portable electronicdevices need not be regulated to the same extent as onboard flightmanagement or avionics computers. The tablet paradigm disclosed hereinthus provides a novel platform for receiving, processing and using datathat is available from the aircraft. The tablet provides a framework fora multitude of applications that can use aircraft data to provide usefulinformation and functions for the flight crew.

Another aspect of the invention is a method of transferring aircraftdata from an aircraft to a portable electronic device. This methodentails receiving at the portable electronic device the aircraft datafrom a data connection with an aircraft data source without writing databack to the aircraft. As such, the device functions as a Class 2 device.Alternatively or additionally, the aircraft data may be received via auser interface of the device (in the form of user input from a pilot orco-pilot) while the Class 2 device is capable of receiving aircraft datavia the data connection. In other words, the aircraft data may betransferred directly from the aircraft data source through the dataconnection to the portable electronic device or, alternatively, data maybe entered by the pilot (or co-pilot) or, alternatively, data may beobtained through a combination of both manually inputted data anddirectly/automatically transferred data. In one exemplary embodiment,the Class 2 device is mounted in a cockpit holder having a data port anda power source connector or cradle. The method further entails executingan application on the portable electronic device using the aircraft datato present new information about the aircraft or its operatingenvironment that is not available for display on a cockpit display butwhich is displayable on the portable electronic device based on theaircraft data received by the portable electronic device. In otherwords, the new information is generated and presented by the applicationon a read-only Class 2 device that reads aircraft data (receiveddirectly from the aircraft data buses, aircraft subsystems, aircraftequipment and sensors and/or received via the user interface) to providenew information that would otherwise not be displayable on the cockpitdisplay. New Information, for the purposes of this specification, meansany information (be it numerical, symbolic, graphical, or textual, orany combination thereof, whether visually displayed or audiblypresented) that the aircraft is not capable of displaying or presentingvia its integrated instruments, gauges, screens or displays installed inthe cockpit of the aircraft. As such, new information is informationabout the aircraft, its operating environment or the relationshipbetween the aircraft and its operating environment that is useful to thepilot and co-pilot and which would not be available from the integratedinstruments, gauges, screens or displays installed in the cockpit. Thenew information may be based on computations, calculations, comparisons,interpretations, etc. of the raw or processed aircraft data and mayinclude applying equations, formulas, algorithms, logic, artificialintelligence, etc. to the raw or processed aircraft data to make or drawconclusions, inferences, deductions, conclusions, characterizations,etc. about the aircraft, its operating environment or the relationshipbetween the aircraft and its operating environment for the purposes ofproviding previously unavailable information to the pilot and co-pilot.For the purposes of this specification, it is understood that the Class2 portable electronic devices, though mounted in the cockpit, are notpart of the “cockpit display”. Because the portable electronic device isa Class 2 device functioning in a read-only mode that does not or cannotwrite any data back to the aircraft, the portable electronic device andany applications executing on the device do not require specialcertification i.e. do not require the burdensome certification requiredof a Class 3 device. This enables software developers to developapplications for the PED without having to overcome the administrativehurdles of certification. The present invention therefore provides anovel framework or platform to facilitate the integration andproliferation of useful flight-related applications that can be importedto the PED for use by pilots.

Optionally, the method may involve receiving additional operatingenvironment data at the portable electronic device from a satellite orground-based transmitter and using the additional data in theapplication. This additional operating environmental data may includelocal weather data or runway data, e.g. runway surface conditions. Inmost embodiments, the additional operating environment data is manuallyinput to the portable electronic device but in some cases could come viathe data connection after having been received by the aircraft.

Optionally, the data connection may include an avionics data bus, e.g.an ARINC 429 bus or equivalent. Alternatively or additionally, the dataconnection may include a flight data recorder data bus, e.g. an ARINC717 bus or equivalent. In other embodiments, the data connection mayinclude any other suitable data bus.

Optionally, the data source comprises one or more of Flight ManagementSystem (FMS), Global Navigation Satellite System (GNSS), InertialReference System (IRS), Digital Flight Data Acquisition Card (DFDAC) andFlight Data Interface Management Unit (FDIMU). The aircraft data may beobtained from other data sources.

Another feature of the ICAS is that it can provide a dual-modecommunication system (i.e. an ICAS-ACARS communication system) asillustrated by way of example in FIG. 5. As depicted in this figure, theaircraft 20 can communicate ACARS data via VHF to an ACARS groundstation 250 which then relays the ACARS messaging to a first flightoperations server 300. The server 300 may then communicate the data to asecond flight operations server 310 as shown in FIG. 5.

The ACARS transmission over VHF may be done when the aircraft 20 is onthe ground or in the air. The aircraft 20 shown in FIG. 5 is a commuterturboprop such as the Bombardier Q400 which does not have a satcomsystem for transmitting ACARS via satellite. The ICAS tablet 100 may beused to transmit ACARS data or any reformatted ACARS data via thecellular base station 50 (or Wi-Fi hotspot) through a mobile gateway 55to the Internet 90. The data is then forwarded through the Internet aspacketized data using standard TCP/IP techniques to the second flightoperations server 310 without having to pass through the first flightoperations server 300.

Portable Electronic Device

As described above, the integrated communication and application system(ICAS) utilizes three portable electronic devices which, in the bestmode, are three touch-sensitive tablet or tablet computing devices.Other touch-sensitive mobile devices may be used for the ICAS althoughtablets are preferred for their larger screen size. The portableelectronic device may be any suitable commercial off-the-shelf (COTS)device, as opposed to a purpose-built device. The portable electronicdevice is thus any suitable COTS handheld electronic device, personalelectronic device, or mobile computing device, such as a touch-screentablet.

An exemplary ICAS tablet 100 is shown by way of example in FIG. 2. Asshown in this figure, the ICAS tablet 100 includes a processor 110 andmemory 120, 130 for executing one or more applications such as anelectronic flight bag (EFB) application or any of the other non-EFBapplications described in this specification. The tablet 100 may be acommercial-off-the-shelf (COTS) tablet having an operating system andvarious applications such as a web browser, an e-mail application, aphoto viewer, a video viewer, etc. The memory may include flash memory120 and/or random access memory (RAM) 130. Other types or forms ofmemory may be used.

As depicted by way of example in FIG. 2, the tablet 100 includes a userinterface 140 for interacting with the tablet and its applications. Theuser interface 140 may include one or more input/output devices, such asa touch-sensitive display screen 150. Any suitable touch-sensitivedisplay technology (e.g. capacitive, resistive or surface acoustic wave,etc.) may be used. The tablet 100 may include a microphone 180, aspeaker 182 and/or an earphone jack for an ear bud, for earphones or foran audio headset.

As depicted by way of example in FIG. 2, the tablet 100 may include awireless transceiver 170 connected to an embedded antenna 172 forcommunicating with other devices. The transceiver 170 may be a cellularradiofrequency (RF) transceiver for wirelessly communicating with one ormore base stations 50 over a cellular wireless network using 3G/4Gcellular communication protocols and standards for packet data transfersuch as GSM, CDMA, GPRS, EDGE, UMTS, LTE, HSPA, etc. The tablet mayinclude a Subscriber Identity Module (SIM) card 112 for GSM-type devicesor a Re-Usable Identification Module (RUIM) card for CDMA-type devices.The RF transceiver 170 may include separate voice and data channels. Thetablet 100 may have a Wi-Fi™ transceiver 192 instead of the cellular RFtransceiver 170 or in addition to the cellular RF transceiver 170. Thetablet may optionally include a Bluetooth® transceiver 194 and/or anear-field communications (NFC) chip. The tablet 100 may also optionallyinclude a transceiver for WiMax™ (IEEE 802.16), a transceiver forZigBee® (IEEE 802.15.4-2003 or other wireless portable area networks),an infrared transceiver or an ultra-wideband transceiver.

The tablet 100 may optionally include one or more ports or sockets forwired connections, e.g. USB, HDMI, FireWire (IEEE 1394), etc. or forreceiving non-volatile memory cards, e.g. SD (Secure Digital) card,miniSD card or microSD card.

Optionally, the tablet 100 may include a position-determining subsystemsuch as a Global Navigation Satellite System (GNSS) receiver which maybe, for example, a Global Positioning System (GPS) receiver 190.

The tablet may also include a digital camera 196 for taking digitalphotos or videos.

This portable electronic device, which may be in the form of awireless-enabled touch-screen tablet or other equivalent mobile device,may include both EFB and non-EFB applications. The EFB applicationprovides electronic flight bag functions e.g. charts, approach plates(e.g. TEFIS), weather overlay, moving map, journey log, electronicflight folder, integration with third party chart providers, and mayalso provide functions like business intelligence and passengerrelationship management. The tablet or PED 100 also includes othernon-EFB applications that perform non-EFB functions. Examples of non-EFBfunctions are passenger and cargo loading, point-of-sale, dent anddamage, etc. The tablet or PED thus acts as a multipurpose ormultifunction device that consolidates a number of flight crew functionsinto a single device. Any EFB or non-EFB application may be performed byany one of the three tablets in the ICAS system.

The pilot, co-pilot or other member of the flight crew may log into thetablet or PED 100 using portable login credentials (e.g. username,password, biometrics, cryptographic token, etc.). Once the user haslogged in, the tablet 100 may be used for EFB functions or for any ofthe non-EFB functions such as executing a passenger and cargo loadingapplication and/or executing a point-of-sale (POS) application andexecuting a dent and damage application. Any number of otherapplications may be added to the tablet for passenger/customerrelations, crew pay management, flight crew scheduling, or other tasksor functions.

The tablet 100 may also be used for communications between the flightdeck and the cabin crew, e.g. via a Wi-Fi-™ or other short-rangewireless connection.

It will be appreciated that the tablet 100 may be used on the aircraftor off the aircraft, e.g. on the ramp or jet way or even on the tarmacor in the airport terminal. It will be furthermore appreciated that thetablet 100 may be used when the aircraft is flying (airborne) or whenthe aircraft is taxiing on the ground or parked at the gate. When theaircraft is at the gate, cellular communications may be used. Whencellular connectivity is enabled, the tablet 100 may be used for voicecommunications as well as packetized data transmission over the cellularlink. Even though a cellular link is available, the tablet 100 maycontinue to use Wi-Fi to minimize data charges. In one embodiment, theWi-Fi may be enabled when the tablet detects that it is roaming and onlyuses the cellular link when back at its home airport. The tablet 100 maythus be configured to transmit or receive various types of data relatingto various applications, functions, tasks, or modules includingpassenger and cargo loading, eJourney Log, Electronic Flight Folder,eTechlog, Large Document Manager, Integration with 3rd Party ChartProvider, Forms Designer, Business Intelligence, and PassengerRelationship Management.

In the embodiments disclosed above, the system uses three ICAS tabletsthat function as interchangeable PEDs. However, it will be appreciatedthat the system may be expanded to include a fourth PED (for example fora second flight attendant). The system may even be expanded beyond fourPEDs for very large aircraft with a larger cabin crew.

What follow are some novel applications that may be executed on the PED.

Runway Braking Condition Indexing Application

Another inventive aspect is an application for determining a runwaybraking condition. This software application is embodied as acomputer-readable medium comprising instructions in code which whenloaded into a memory and executed by a processor of a portableelectronic device cause the portable electronic device to execute arunway braking condition application. The application receives one ormore accelerometer readings from an avionics data bus, e.g. ARINC429/717, indicative of a deceleration on a runway after a weight onwheels sensor senses contact with the ground on landing. The applicationalso receives an aircraft weight from the avionics data bus. Using thedeceleration and weight data, the application computes a runway brakingcondition index (or score or other value). The deceleration data may bebased on the one or more accelerometer readings. Once the brakingcondition index is determined, the device may display and/or cause thedevice to communicate the runway braking condition index to aground-based station. The application may be automatically invoked whenthe aircraft ground speed reaches zero or in response to user input (apilot or co-pilot command).

Turbulence Indexing Application

Yet another inventive aspect is an application for determining aturbulence index. This software application is embodied as acomputer-readable medium comprising instructions in code which whenloaded into a memory and executed by a processor of a portableelectronic device cause the portable electronic device to execute aturbulence indexing application. The application receives one or moreaccelerometer readings from an avionics data bus, e.g. ARINC 429/717,and receives an aircraft weight from the avionics data bus. Theapplication then computes a turbulence index (or score or other value)based on the one or more accelerometer readings and the weight. Theapplication then displays and/or causes the device to communicate theturbulence index to a ground-based station. The turbulence indexingapplication may be invoked automatically in response to a turbulenceevent (accelerometer reading exceeding a predetermined threshold) or inresponse to user input (a command from the pilot or co-pilot).

Passenger Distribution and Cargo Application

Yet another inventive aspect is an application for determining apassenger weight and distribution in the aircraft. This softwareapplication is embodied as a computer-readable medium comprisinginstructions in code which when loaded into a memory and executed by aprocessor of a portable electronic device cause the portable electronicdevice to execute a passenger weight and distribution application. Theapplication receives input from the user interface of the PED (typicallyfrom the flight attendant) indicating the passenger distribution in thecabin. The application is programmed to cause the PED to transmit thisdata to a remote server that computes the weight and balance result forthe aircraft using this and other data. This weight and balance resultis then transmitted back to the aircraft.

Any of the methods disclosed herein may be implemented in hardware,software, firmware or any combination thereof. Where implemented assoftware, the method steps, acts or operations may be programmed orcoded as computer-readable instructions and recorded electronically,magnetically or optically on a fixed or non-transitory computer-readablemedium, computer-readable memory, machine-readable memory or computerprogram product. In other words, the computer-readable memory orcomputer-readable medium comprises instructions in code which whenloaded into a memory and executed on a processor of a computing devicecause the computing device to perform one or more of the foregoingmethod(s).

A computer-readable medium can be any means that contain, store,communicate, propagate or transport the program for use by or inconnection with the instruction execution system, apparatus or device.The computer-readable medium may be electronic, magnetic, optical,electromagnetic, infrared or any semiconductor system or device. Forexample, computer executable code to perform the methods disclosedherein may be tangibly recorded on a computer-readable medium including,but not limited to, a floppy-disk, a CD-ROM, a DVD, RAM, ROM, EPROM,Flash Memory or any suitable memory card, etc. The method may also beimplemented in hardware. A hardware implementation might employ discretelogic circuits having logic gates for implementing logic functions ondata signals, an application-specific integrated circuit (ASIC) havingappropriate combinational logic gates, a programmable gate array (PGA),a field programmable gate array (FPGA), etc.

This invention has been described in terms of specific embodiments,implementations and configurations which are intended to be exemplaryonly. Persons of ordinary skill in the art will appreciate, having readthis disclosure, that many obvious variations, modifications andrefinements may be made without departing from the inventive concept(s)presented herein. The scope of the exclusive right sought by theApplicant(s) is therefore intended to be limited solely by the appendedclaims.

1. An integrated communication and application system for an aircraft,the system comprising: a first tablet docked in a first cockpit holder,the first tablet being connected to power for charging the first tabletand for receiving data from a data hub; a second tablet docked in asecond cockpit holder, the second tablet being connected to power forcharging the second tablet and for receiving data from the data hubwherein the first and second tablets are communicatively connected sothat user input received by one of the first and second tablets isdisplayed in real-time on both of the first and second tablets; and athird tablet undocked and interchangeable with the first tablet and thesecond tablet.
 2. The system as claimed in claim 1 wherein the data hubis an aircraft data integration device connected to an avionics data busand to a flight data recorder data bus.
 3. The system as claimed inclaim 1 wherein the one or more applications includes a passenger andcargo loading application.
 4. The system as claimed in claim 3 whereinthe passenger and cargo loading application includes a digital loadsheet with a graphical interface for confirming a seating arrangement.5. The system as claimed in claim 1 wherein each of the first, secondand third tablets comprises a card reader and executes a point of sale(POS) application.
 6. The system as claimed in claim 1 wherein each ofthe first, second and third tablets comprises an embedded digital camerato scan a barcode or QR-code of a ticket, boarding pass or baggage tag.7. The system as claimed in claim 1 wherein the one or more applicationsincludes a turbulence indexing application that receives one or moreaccelerometer readings from an avionics data bus and an aircraft weightfrom the avionics data bus and then executes a turbulence computation tocompute a turbulence index based on the one or more accelerometerreadings and the weight and for communicating the turbulence index to aground-based station.
 8. The system as claimed in claim 1 wherein theone or more applications includes a runway braking condition applicationthat receives one or more accelerometer readings from an avionics databus indicative of a deceleration on a runway after a weight on wheelssensor senses contact with the ground on landing and an aircraft weightfrom the avionics data bus and then executes a runway braking conditioncomputation to compute a runway braking condition index based on the oneor more accelerometer readings and the weight and for communicating therunway braking condition index to a ground-based station.
 9. The systemas claimed in claim 1 wherein the one or more applications includes adent-and-damage application for taking, annotating, storing and sendingdigital photographs.
 10. The system as claimed in claim 1 wherein theone or more applications includes a weather application for receivingweather data and for displaying graphical weather imagery.
 11. Thesystem as claimed in claim 1 wherein the first, second and third tabletseach comprises a cellular transceiver and a Wi-Fi transceiver andwherein the processor of each of the first and second tablets selectsthe cellular transceiver to transmit ACARS data when located at a homeairport and selects the Wi-Fi transceiver to transmit the ACARS datawhen roaming.
 12. A method of presenting aircraft data from an aircrafton a portable electronic device, the method comprising: docking a firsttablet in a first cockpit holder, the first tablet being connected topower for charging the first tablet and for receiving the aircraft datafrom a data hub; docking a second tablet in a second cockpit holder, thesecond tablet being connected to power for charging the second tabletand for receiving the aircraft data from the data hub wherein the firstand second tablets are communicatively connected so that user inputreceived by one of the first and second tablets is displayed inreal-time on both of the first and second tablets; and providing a thirdtablet that is undocked and interchangeable with the first tablet andthe second tablet.
 13. The method as claimed in claim 12 furthercomprising: transmitting ACARS data to a ground-based receiver via acellular transceiver of one of the first, second and third tablets whenlocated at a home airport; and transmitting the ACARS data to theground-based receiver using a Wi-Fi transceiver of one of the first,second and third tablets when roaming.
 14. The method as claimed inclaim 12 wherein executing the one or more applications comprisesexecuting a passenger and cargo loading application.
 15. The method asclaimed in claim 14 wherein the passenger and cargo loading applicationincludes a digital load sheet with a graphical interface for confirminga seating arrangement.
 16. The method as claimed in claim 12 whereinexecuting the one or more applications comprises executing a point ofsale (POS) application.
 17. The method as claimed in claim 12 furthercomprising using an embedded digital camera in one of the first, secondand third tablets to scan a barcode or QR-code of a ticket, boardingpass or baggage tag.
 18. The method as claimed in claim 12 whereinexecuting the one or more applications comprises executing a turbulenceindexing application that receives one or more accelerometer readingsfrom an avionics data bus and an aircraft weight from the avionics databus and then executes a turbulence computation to compute a turbulenceindex based on the one or more accelerometer readings and the weight andfor communicating the turbulence index to a ground-based station. 19.The method as claimed in claim 12 wherein executing the one or moreapplications comprises executing a runway braking condition applicationthat receives one or more accelerometer readings from an avionics databus indicative of a deceleration on a runway after a weight on wheelssensor senses contact with the ground on landing and an aircraft weightfrom the avionics data bus and then executes a runway braking conditioncomputation to compute a runway braking condition index based on the oneor more accelerometer readings and the weight and for communicating therunway braking condition index to a ground-based station.
 20. The methodas claimed in claim 12 wherein executing the one or more applicationscomprises executing a dent-and-damage application for taking,annotating, storing and sending digital photographs.